Railway signaling system and apparatus.



C. J. COLEMAN.

RAILWAY SIGNALING SYSTEM AND APPARATUS.

APPLICATION FILED SEPT. 22. 1908. RENEWED OCT. 27, I910.

1,1 60,993. Patented NW. 16, 1915.

CLYDE J. COLEMAN, OF NEW n shares a NT QFIQt I RAILWAY SIGNALING SYSTEMAND APPARATUS."

Specification of Letters Patent.

Patented Nov. 16, 191.5.

Application filed September 22, 1908, Serial No. 451,215. RenewedOctober, 27, 1910. Serial No. 589,422.

T0 at whom it may concern:

Be it known that I, CLYDE J. COLEMAN, a citizen of the United States,residing in New York, county and State of New York, have inventedcertain new. and useful Improvements in Railway Signaling Systems andApparatus, of whichthe following is a specification.

My invention relates to electric signaling systems for railroads, and isespecially adapted for use with railroads employing electric traction.

My invention is further especially adaptable for use in block systemswherein there are abnormally long blocks. i

In prior systems many difiiculties have been met within causing theproper operation of the signal when the block is abnormally long. Inorder to avoid these difiicul ties I have provided a system in which thesignal will operate equally as well in an abnormally long block as in ashort block, and yet the system is so arranged that only a minimumsignal controlling current in the track is required and the whole systemis very economical and effective.

I have shown my invention and have especially designed the same inconnection with a system in which movable arms or semaphores areautomatically operated to advise the, engineer as to the condition ofthe track in the block or blocks that he is approaching.

In making use of the terms signal and signaling system I do not intendto suggest that my invention is limited to this particular type ofsystem but wish it to be considered that by such terms,- which I havefor purposes of simplicity used throughout this specification andthroughout the claims, I include systems in which the automatic devicesmay operate alarms or set switches or act upon a train circuit or actupon any other apparatus in such a way as to automatically give warningto an operator or control the operation of the cars.

In carrying out one form; of my invention I provide a bond of negligibleimpedance between the track rails at each end of the blocks and also onenear the middle of the blocks. Approximately half way between thesebonds I apply to the track rails a sou-roe of electromotive force,preferably alternating, and in close proximity to the bonds I placecoils in inductive relation to the track rails. These coils are soconnected and arranged that the current therein will operateelectromagnetic devices which in turn control the operation of the 7signal or signals. The coils at each side of a bond that is intermediatethe block ends supply current respectively to the two coopcratingmembers of a single relay, so that the relay places the signal to dangerif either of said coils is deprived of current by the short-circuitingaction of a train.

Further and more specific features anc advantages of my invention willmore clearly appear from the detailed description given below taken inconnection with the accompanying drawing which shows diagrammaticallyone form of my invention.

In the drawing 1, 1, represent track rails which are continuouslyelectrically conductive throughout the portions of the track shown.These track rails are shown di vided into blocks A, B and C, and at theends of the various blocks the track rails are connected with each otherby bonds 2. Intermediate the bonds 2, and generally substantially halfway therebetween, I connect the rails, 1, 1 with a similar bond 3.

4 and 5 represent swinging semaphore arms placed at substantially theentrance to the blocks B and C respectively. These arms may be of theordinary construction of such ,arms, being arranged to have a gravitydanger position, except as controlled by electro-responsive devicesacting directly or indirectly upon them. Each of these arms is to standatthe danger position when there is a train on the track in the blockbeyond the arm, or when there is any other condition that takes away thecurrent from the electro-responsive devices governing the same, Thebonds 2 and 3 are of relatively low or negligible impedance so as toafford so small an opposition to current that a signal controllingcurrent supplied to the rails at one side of such a bond will not passbeyond the bond in sufficient quantity to have any material effect upondevices there located. Preferably the bonds are simply straightconducting bars of ample cross-section thoroughly connected withboth-rails. Where, as in this case, a signaling system is used employingalternating current, it is im portant that the bonds between the railsbe of low impedance.

6'represents1-a main source of signalcontrolling current which in thepresent instance is shown to be an alternating current dynamo. Referringto the vblock B "the source 6 is connected to primaries 7 and 8 oftransformers, the secondaries 9 and 10 of V which supply the trackrails, substantially half way between the various bonds, withsignal'controlling currents; Thus the current furnished by eachtransformer secondary is normally divided into two circuits, one throughthe rails toward and through the bond 2 and the other through the railstoward and through the bond 3.

11,12 18, 14, 15 and 16 are coils placed in.inductive'relation to therails so as to have a current produced therein when the signalcontrolling current is fiowlng through the rails adjacent to said coils.I prefer to place these coils at points adjacent and the currents fromcoils 13 and 14 are supplied to a relay l9. 'These'relays' 17, 18land19control the local signal circuit-20.

The relays 17 and 18 are shown as solenoidal coils which act to drawdowncontact levers 21 and '22 respectively in opposition to springs23.The relay 19is shown as a motor arrangement having its field 2ftsupplied bythe coil 13 and its armature 25 supplied by the coil 14.Attached to the armature 25 is a contact lever 26. WVhen the current atthe right hand side of the bond 3' is diverted therefrom, as through theaxles of a train truck on the track, no current'will be produced in thearmature 25. When the current at the left hand side of the bond 3 isdiverted therefrom no currentwill be produced in the field 24;. If atrain is so located that the current is diverted from both coils 13 and14 simultaneously, both the armature 1 25 and field 24; will bedeenergiz eda In' any of these cases the turning 20 so that the magnet27 will become deenergized causing'the semaphore arm 4 to move bygravity to the danger position. Similarly when the signalcontrolling-current is diverted from the track rails near either of thebonds 2 and coils 12 or 15, the corresponding solenoid 17 or 18 will become denergized so that the spring 23 will V bonds at the ends ofthe-block, a bond incause the corresponding contact lever to open thelocal circuit and set the signal at danger as before. It will thereforebe seen that thelbloclrB is divided into four parts a, b, 0, and d, thedividing points being at the bonds 2, 3, and transformer secondaries 9and 10. When a train or car enters any one of these four parts of thetrack the current furnished by' the transformer secondary to that partis diverted through the axles of the train or car from the railsadjacent the coil at that part of the track, thus deenergizing said coilin inductive relation with that part of the track. This causes thecorresponding relay device to become deenergized so that the localcircuit 20 is opened and the semaphore set at danger. The blocks A andCmay have a similar or the same arrangement as that shown. in

101001; B. Coil llis shownlocated in block' A and coil 16 and semaphore5 and solenoi 28 are shown located in block At 29 *I have shown indotted lines the axle and wheels of a truck just leaving the .blockli'Thus the current in portion cl ofthe trackfurnished by the transformersecondary 10 is diverted from those portions of the track adjacentthecoil 15 and no current is" derived from said coil. Consequently thelever arm 22 will assume the position shownin dotted lines, thus openingthe circuit 20 and causing the semaphore arm 4 to'assume the positionshownin dot- V ted lines. The solenoid 27 andrcircuit- 20 receive energyfrom the source 6 by means of a transformer 33; r

The energy for traction purposes may be supplied by a generator 30hereinshown as furnishing a direct current, and one side of the gene-ratorisconnected to the track rails as at 31, so that they may be used for thereturn traction current. Since the bonds 2 and 3 have a negligibleimpedance andresistance the traction current returns equally throughboth rails and thus'does not affect the coils 11, 12, '13, let, 15 or16. The traction current may be fed to a third rail or to a trolley asby conductor 82'.

It is evident from the above that I have provided a system which isespecially'adaptedfor exceptionally'long blocks. By providing a bond andvarious sources intermediate the ends of the block I am enabled tooperate the relays with small signal controlling currents and at smallvoltages.

I have described specific'embodiments of my improvements and in somedetail, but

I desire it to be understood that 1nyinvention is broader than'suchdetails; and is not limited to any particular embodiment nor 'to thespecific details of construction and arrangement shown and described.

I/VhatiI claim and desire to secure by Letters Patent, is: I

1. In a railway block signaling system whether or not the currentfromthe said rails is divertedfrom therails between a source and one ofsaid. bonds, and signal controlling devices operatively related to saidelectro-responsive devices and governed thereby. I

53. A railway block signaling system having bonds at the ends of theblock, bond intermediate the ends of the'block, sources of electromctiveforce applied to the rails intermediate .the bonds, signal Controllingdevices at points along said track and electro-responsive devices forgoverning said signal controlling devices.

A railway block-signaling system having bonds at the endso'f the block,a bond intermediate the "ends of the block, means for supplying currentto the rails, signal controlling devices at points along said track, andelectro-responsive devices. ar-

. ranged and connected to govern said signal controlling devices. i

a. A railway block signaling system, having'honds atthe ends of theblock, a bond intermediate the ends of the block, means for supplyingsignal controlling current to the rails, and electro-responsivedevicesat points in said block for controlling .theop-' eration of the signal.

A railwayhlock signaling system having bonds at theends of the block, abond intermediate the ends of the block, means for supplying signalcontrolling current to the rails between the intermediate and end bonds,signal controlling 'means and an electro-responsive device arranged ateach head for governing said signal controlling means.

6. A railway hlock signaling system having a bond at each end of theblock, abond intermediate the ends :of the blocl-z, sources of signalcontrolling current applied to the rails intermediate the bonds, signalcontrolling means and an electro-responsive device arranged at each bondfor governing said signal controlling means. 1

7. A railway block signaling system having a bond at each end of theblock, a bond intermediate the ends of the block, means for supplying asignal controlling current to the rails intermediate the :bonds, a coilin inductive relation with the track rails at each bond, signalcontrolling means, and devices electrically responsive to said coils forgoverning said signal controlling means.

8. at railway block signaling system having a bond at each end of theblock, a bond intermediate theends of the block, sources of signalcontrolling current applied to the track rails between said bonds,signal controlling means, a coil in inductive relation with the trackrails near each bond and an electro-responsive device connected to eachcoil and operating independently, for governing the signal controllingmeans and ardirection or the other according to whether or not thecurrent from the source is diverted from the: rails between a source andone of said honds.

9.. In a railway block signaling system, a

, conduct-ively continuous traclr, bonds of mg ligible impedanceconnectingthe rails of the ranged and connected to be actuated in one Itrack at each end of a block, a bond of negligihle impedance connectingthe rails in termeeiate .the ends of the block, sources of ling devices.

10. In a railway block signal system, an electro-responsive device ateach end of a block, an electro-responsive device intermediate the endsof the block, said devices being in inductiverelation to the trackrails, I

and signal controlling means governed by said devicesl.

11. In a railway block signaling system,

track rails, means for supplying current thereto, coils in inductiverelation with the rails the ends of thehl ock, a coil inindnctirerelation with the rails intermediate the ends of the block, asignal and means for actuating the signal responsively tocurrent changesin said coils. 1

12. In a railway block signal system, track rails, coils in inductiverelation with the track rails at each end of the block, coils ininductive relation with the rails near the center of the block, meansfor supplying a signal controlling current to the track rails at pointsbetween said coils near the center of the block and the coils at theends of the block, a signal, means for governing the operation of saidsignal responsive to the current in said coils.

r 13. In a railway block signaling system, track rails, bonds connectingthe track ralls at each end of a block, a bond connecting.

the track rails intermediate the ends of the block, means forsupplying asignal controlling current to the rails between the intermediate and endbonds, a coil responsive to current in said rails near one end of theblock, a coil responsive to current in said bonds, a coil responsive tocurrent in said rails near one end of the block a coil responsive tocurrent in said rails near-the other end of'th'e block, a coilresponsive to current in saidfrails at one side of the intermediatebond,"a coil responsive to current sponsive devices connectedto saidcoils; and controlling the operation of said signal.

' 16. In; a railway block signaling system,- track rails, bondsconnecting-the track rails vso in said rails at the other sideof saidintermediate bond, a signal and means for operatinglsaid: signalresponsive :to current cha'nges in said coils.

-15.' In a railway block signaling system, I track rails, bondsconnecting the track rails at each end of a block, a bond connecting thetrack rails intermediate the ends of the vblock, means for supplying asignal'con trollingcurrent to the}rails between the bonds, a coilresponsive to current in said rails near one end of the block, acoilresponsive to current in said rails near .the other end of theblock, coils responsive to currentin' saidrailsonboth sides of theintermediate bond, a signal, and electro-reat each end of a block, abondconnecting the trackrails intermediate the ends of the blocks, means forsupplying a signal controlling current to the rails between the intermediate and endhonds, a coil responsive to current in saidrails nearone end of the block, a coil responsive to current insaid railsnear theother end of the block, coils responsive to current in "said railsonboth sidesof the intermediatebond, a signal, a

circuit, electro-responsive means in said circuit controlling theoperation of said signal and electro-responsive devices so arranged thatany one of said coils may control the operation of saidelectro-responsive means. 17. In a railway block signaling system,

.conductively continuous track rails, means for supplying current to thetrack ra ls, coils responsive to current in said rails at the endsof ablock, coils responsive to'current in the track rails intermediate theends of the block, a signal controlling circuit and devices responsiveto current changesin said coils for controlling said circuit.

18. In a railway block signaling system, conductively continuous trackrails, bonds at the ends of the blocks, a bond intermediate the ends ofthe block,means between the intermediate and end bonds for supplyingcurrent to the track rails, coils responsive to current in said rails atthe ends of a block, coils responsive to current in the track railsintermediate theends ofthe block, a signal controlling circuit, andelectro-magnetic devices for opening said signal'controlling circuitresponsive to current changes in said'coils. I

19. In a railway block signaling system,

continuously conductive track rails, bonds of negligible impedanceconnecting the track rails at the ends of a block, a bond of negliwiththe track rails.

22. In a railway block signaling system, track rails having blocks, eachblock 'hav-r gible impedance connecting thetrack rails vinterin'ediatethe ends of the block, sources of electric;currentsupply intermediatethe bonds and at' substantial distances there from, a signal, signalcontrolling devices and means for supplying currentthereto,

responsive to current variations at given 1 points in the rail.vcircuit.

- QOLIn a. railway block signaling system, track rails,bonds of neligible'impedance at the ends of a block, a signal, signal con-'trolling devices, means for operatingipart of said-devices from eitherend of a block, and means for operating .part of said de- V1068 locatedat a point intermediate the ends of the block. 7 I r ,5 .21. Ina railwayblock signaling system,

track rails, a signal, signal controlling de:

*vices, means for supplyingla signal controlling current to the rails ata plurality of points intermediate the; ends of a'block, means ioroperating part of said devices located near the ends of the block and 1means for operating part of said devices located near the "center oft-he'b lock, said means embracing coils in inductiverelation ing-fourparts, two sources of signal controlling current supply, each supplyingtwo of said parts, coils each responsive to current in one of said partsand in inductive relation with the. track rails, a signalyand devicesfor operating said signal responsive to current changes in said coils.

-23QIn a railway block signalingsystem, track rails having blocks, bondsof negligible impedance at each end of a block, each block having fourparts, two sources of sig nal controlling current supply, each supplyingtwofof said parts, electric devices'responsive to current changes insaid parts of the block, and a signal controlled by said' devices. 7 v

24. In a railway block signaling system, track rails havingblocks,eachj;block hav ing. four parts, two sources ofsignal 0on5trolling current supply, each supplying two of said parts, coils, eachresponsive to cur-' rent changes inone of said parts, a motorarrangement responsive to .each coil in'two of said parts, and a signalcontrolled by' each of said arrangements. I

25. A railway block signaling system responsive thereto, a signal, asignalrcontrolling circuit and a plurality of switches havingcontinuously conductive track rails,

arranged to be operated by said devices to open the signalcontrollingcircuit,

26. In a railway block signaling system, a block of track rails havingfour parts, coils, each responsive to current changes in the rails inone of said parts. a signal, an independent device for controlling theoperation of the signal responsive to current changes in one of saidcoils, an independent device for controlling the operation of the signalresponsive to current changes in another of said coils and anotherdevice for controlling the operation of the signal responsive to currentchanges in either of two of said coils.

27. In a railway block signaling system, track rails, means forsupplying to the track rails a signal controlling current, coilsresponsive to currents in portions of said track rails at substantiallythe ends of a block, coils responsive to currents in portions of saidtrack rails intermediate the ends of the block, said last mentionedcoils forming the field and armature coils of a motor arrangement.

28. In a railway block signaling system, track rails, means forsupplying to the track rails a signal controlling current, coilsresponsive to currents in portions of said tions of said track railsintermediate the ends of the block, said last mentioned coils formingthe field and armature coils of a motor arrangement, a signal, acircuit, a magnet in said circuit governing said signal, and means onthe armature of said arrangement for opening said circuit.

29. In a railway block signaling system, track rails, means forsupplying to the track rails a signal controlling current, coilsresponsive to currents in portions of said track rails which areapproximately at the ends of a block, coils responsive to currents inportions of the track rails near the center of the block, a motorarrangement connected to and operated by said last mentioned coils,electro-responsive devices operated by said first mentioned coils and asignal controlled by said motor arrangement and by saidelectro-responsive devices.

In testimony whereof, I have signed my name to this specification, inthe presence of two subscribing witnesses.

CLYDE J. COLEMAN Witnesses E. B. HOBARD, H. J. MEACHER.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). 0.

